Car Review: 2005 Toyota Matrix XRS

By Graeme Fletcher, Canwest News Service

Originally published: August 10, 2011

SMALL

MEDIUM

LARGE

The launch of the Mazda Protege5 brought a raft of imitators and competitors – the Toyota Matrix and its Pontiac Vibe clone being among the first out of the blocks.

The appeal of these vehicles is simple: The five-door hatchback design brings most of the versatility of a small SUV and none of the compromises in the ride and, more importantly, handling departments.

Opting for the range-topping Matrix XRS underscores the sporty side of the breed. Along with an aggressive body kit – front and rear fascia extensions and sill extenders – come a stylish set of rims and wheel-well-filling P215/50R17 tires. It all combines to deliver a sporty appearance that gives up nothing in terms of practicality.

Indeed, the versatility is there for all to enjoy. With the 60/40-split seats up, the Matrix will carry 15.1 cubic feet of cargo; folding them down bumps the capacity to a usable 53.2 cu. ft. The nice part is the hard plastic backing on the rear seats. This not only makes the flat floor easy to clean, it allows for two sets of adjustable tie-down rings. When the cargo is properly distributed and lashed down, it stays put even when the Matrix is flexed.

There’s also additional storage in either sidewall and beneath the load floor, so there are plenty of spots to stash junk. Even the front passenger seat folds forward, which allows longer items to be carried with the tailgate closed.

There is one minor gripe with the layout – the “60” part of the split rear seat is on the passenger side. Thus, carrying something like a length of wood that requires folding down both the front and the larger part of the rear seat eliminates seating for three. If the “40” part of the split were on the passenger side, only two seats would be folded. Mind you, the centre spot might prove to be a bone of contention because of its tight confines.

The XRS also comes loaded to the gunnels – power everything, including a sunroof, as well as cruise control and a welcome feature in the form of a 115-volt outlet. This simple extra allows a computer to be charged when on the go, which, in the media business, is a godsend.

The XRS’s sporty theme continues with an up-level, 1.8-litre engine that begs to be revved to within a whisker of its eyebrow-raising 9,000-rpm redline. The need for the elevated redline is down to the variable valve lift. At low speeds, the intake valves follow a cam profile that is designed to maximize low-end pull. Above 6,000 rpm, which is where many engines begin to poop out, this one switches to a more aggressive profile, which improves the passage of air to the cylinders. As the lift shift occurs, the engine and exhaust notes take on a more purposeful tone, indicating the 170 horses on tap are beginning to gallop.

The downside to the engine’s personality is the mediocre low-end torque – 127 pound-feet at a lofty 4,400 rpm. This tends to make the initial launch feel a little thin; however, once through these early-morning blahs and into the meaty part of the rev range, the Matrix pulls very nicely – it will sprint to 100 kilometres an hour in a quick 7.6 seconds and bridge the 80-to-120-km/h gap in an equally sporty 5.8 seconds.

The one weak spot with the powertrain is the six-speed manual transmission. First, the close-ratio box has a mechanical feel to it (especially the shift from second to third), which makes a quick shift seem clunky and less than refined.

Second, reverse gear is in the wrong place – it’s forward and to the left of first gear. This makes grabbing reverse instead of first a very real problem. Recognizing this, Toyota added an annoying beep to warn the driver he’s about to back up and not blast forth. Putting the reverse gate to the right of fifth or sixth gear would eliminate a potential mistake and that aggravating beep.

As for the dynamics, the Matrix XRS pleases. The suspension is tuned to keep the amount of rock, roll and understeer to a minimum, yet it manages to deliver a comfortably compliant ride.

The setup also benefits from a toe-control function that limits the tendency for the rear wheels to steer the car during hard left-to-right transitions. The upshot is a sure-footed feel and a fast response to steering input – those large, low-profile tires help enormously.

Stopping power comes from four-wheel discs and a good anti-lock system. Repeated high-speed stops didn’t reveal any sign of fade, and the pedal remains firm and crisp under foot. At this end of the market, few systems come close to matching the Matrix’s performance.

The Matrix is a nifty number if you need flexibility but don’t want to give up the fun of driving a truly sporty vehicle. It will tote a ton of stuff while running rings around the likes of Toyota’s own RAV4 when challenging a tight cloverleaf. The Europeans had it right all along – hatchbacks rule!